Internal-combustion engine



Feb. 7 E950 H. N EDENS INTERNAL-COMBUSTION ENGINE 2 sheets-sheet 1 Filed March 18, 1946 v l l FIG..

/NVENT'OR HENRY N. EDENS Feb. 7, 395@ H. N. EDENS 2,496,449

INTERNAL-comsusrlom ENGINE Filed March 1.8, 1946 2 .Sheets-Sheet 2 /0 /N VEN rol@2 HENRY N. Enr-:Ns

Patented Feb. 7, 1950 INTERNALCMBUSTION ENGINE Henry N. Edens, Freeport, Ill., assigner to Fairbanks, Morse & Co., Chicago, Ill., a corporation of Illinois Application March 18, 1946, Serial No. 655,110

(Cl. 12B-195) 7. Claims. l

This invention relates to improvements in internal combustion engines, and has particular reference to a novel and compact arrangement and mounting of certain of the engine operating parts and auxiliaries including the engine camn shaft, speed governor and lubricating oil pump, wherein the improvements are of a character to facilitate operation of such engine elements by a common drive means driven from the engine crankshaft. The present improvements are suit able in particular, to relatively low horsepower engines of single cylinder, four-cycle Diesel type for example, but may be applied with great advantage, to correspondingly small engines of other types.

An object of the invention is to provide in a single cylinder Diesel engine for example, a come pact arrangement and operative support of the engine camshaft, speed governor and lubricating oil pump in one end of the engine crankcase such as to afford ready accessibility of these parts through a single crankcase access opening, and to afford actuation thereof from the crankshaft through a single driving element on the latter.

Another object is to provide a unitary support of the engine governor and lubricating oil pump, of a character to permit ready crankcase mounting or removal of these parts as a unit, the unitary support including a shaft member connected to the pump and serving as an operative support for parts of the governor mechanism.

A further object is to provide on the engine crankshaft, means forming an. oil pressure chamber receiving lubricating oil under pressure for delivery to the engine piston pin assembly, the means serving also to facilitate lubrication of an adjacent crankshaft bearing.

Other objects and advantages of the present improvements will appear readily from the following description of a presently preferred embodiment of the invention as such is illustrated in the accompanying drawing, wherein:

Fig. 1 is an end elevation of an engine with portions broken away to show in particular, the mounting and crankshaft driven relation of the governor and lubricating oil pump devices in the crankcase;

Fig. 2 is a longitudinal section of the engine as taken along line 2--2 in Fig. l, further Yillustrat ing features of the invention, and

Fig. 3 isa longitudinal section through the governor and pump devices and the governor operating rod and loading means, as viewed along the sectional line 3-3 in Fig. 1.

Referring to the drawing there is illustrated in part and by way of present example, a single cylinder Diesel engine of four-cycle type. As appears in Figs. 1 and 2, a hollow base is pro. viding the engine lubricating oil storage chamber or sump I I, supports thereon the engine cylinder and crankcase frame structure generally indicated by the numeral I2. Suitably mounted in frame I2 is a cylinder liner I4, within which opcrates a piston I5, the latter being connected to the engine crankshaft Iii by the usual connect. ing rod I8. One end I9 of the crankshaftpro-v `iects axially through an opening 2l! in the crank` case portion of the frame I2, and is supportingly` journalled at such end, by a bearing assembly 22 mounted in and closing the opening 20. A f1y. wheel 23 is secured upon the crankshaft end I9, as shown.

The opposite crankshaft end portion 24 is operatively journalled in a bearing 26 supported in an internal wall portion 21 of frame I2, depending in the crankcase chamber 28. Frame I2 is extended longitudinally outwardly from the wall 2l as at 3i), and provides a relatively large open-- ing 3l giving direct access to the crankcase cornpartment 32 formed by the frame extension in cooperation with the wall 21. Openingl normally is closed by a removable closure plate 34' which may be attached to the end margin 35 ofA frame extension 30, by suitable bolts 36 or the like. For power takeoff, the crankshaft end 24 is extended in the reduced portion 38, outwardly,

through an opening 39 in closure plate 34, and is sealed at said opening against the entrance of dust and dirt, as well as oil discharge to the crankcase exterior through the opening, by a suit- 44 keyed or otherwise secured upontlie crankef.

shaft portion 33. The gear' hub is axially ex tended on opposite sides, as at 46 and 41, and on the hubextensions are integrally formed cams 48 and 5i) respectively. It may be noted here that in the present four-cycle engine, the gear ratio of the connected gear 43 and drive pinion 44 is selected at 2:1, so that the cams 48 and 50 which actuate engine valves and a fuel pump-asl presently will be described, rotate at oneehalfr crankshaft speed.v

Mounted on the upper end ofthe frame exi tension 35 is a fuel pump 5I (which may be of the well known Bosch or other plunger type) controllable as to fuel quantity delivery in a well known manner, through a rack indicated generally at 52. Actuation of the rack by an engine speed responsive governor device presently to be described, is. afforded' in order'tov regulate fuel delivery such as to maintain a constant engine speed with variable loading. The lower end of the fuel pump 5| isA projected downwardly through an opening54fin frame extension 30, to engage the pump plunger follower 55 with thel pump actuating cam 48. At its delivery end, t .e pump is connected by a conduit 56 with a suite able cylinder fuel injection valve'findicatedV in part at 58 in Fig. 1.

The opposite cam 50 servesl to actuate the engine scavenging air intakeandV exhaust valves'- (not shown), through rocker arms 59 and 60 shown partly in Fig. 2, and inbreken ,outline in Fig. 1 as connected respectively, to the exhaust valve stem 63 and the air intake valve stem 62; the rocker arms being pivotally supported by a pirror stud64i'n fra-me1wal1=2|` Turning now-to' the governor andi lubricating oil'pump-assembly; a bracket'member 'l0 isremovabiy attachedas by boltsf'l'l, to the frame` walll 21 near oneside-of'the engine and in the compartment 32', withl the lower end portion 12 of the bracket extending downwardlyl through compartment opening 'Minto the sump chamber I The bracketflower endiTZis off-set as shown and is formed' toprovidel one side wall l5- of a gearet'ype oil' pump '16'. Theegear case 18 and opposite closure wall 19 of the pump arefsecured`v t'o'y the bracketfwall-15` by` bolts 80', andV within thegearcase areimeshi'ng pump gears-82 andV 83 shown in dottedlines in-Fig.' 1`-, and in' section as to gear 83, in Fig; 31: Driveiof'ithegears is-effected' tl"1'roughgearY 83, by a shaftf 84`having its'reduced l'owerend 8|journalled1 in the bracketV wall '|5` and` secured to thefpuinpgear83'.A The shaft isi extended upwardly along the bracket and has its'upper endil'supported'ina bearing 88Tformed/ as a part of thebracket l0; On the'shaft` aboveY thel bearing 88, is ahelicalgear 90 which engages i'n driven relation, the crankshaft pinion 44, there'V being provideda collar9|iixedto'shaft 84 and' abutting the' bearing' 88, serving with gear 90' to prevent axialdispl'acement of theshaft.- The oil. pump thus` driven' and'` locatedin the sump chamber receives` oilI through' a suitable strainer device; 92 at the pump intake, and delivers the same'undei` pressure' through a conduit' 94 tcr a" junction indicated in broken outline at 93; from whichroil delivery may be, made to* thecrankshaft'bearingsandotherpoints in the engine'structure,requiring'lubrication.

InA accordance with the present improvements, the engine speed'governormechanism is carried by theY shaft 84'; and includesa bracket'95'pinned. t'o the shaft for rotation therewith, which pivotally supports the. governor weight elementsSB.

Each of the latter. has an arm 98 in operative engagement.with a.pin 99 extended transversely` of` the shaft' through a shaft slot |00 (Fig. 3). Shaft 04` is axially bored at |02 inwardly from its upper endtothe zone of'slot |00; andslidingly. received inthe shaft bore is a rod element |03',l the lower end1|04 of. which is connected. to the transverse,-l pin 9 9. Thus` engine. speed., responsive displacementsJ of: the; governor weights 96. will, produce through the described connections,.cor. responding axial; movements of.. the ,rod 03.. relative to shaft84.

The. upperv exposed: end. of rod- |03 supports a cup-like memberV |05, the. latter receiving` the lower roundedend of a further` rod-.e1ement` |01. Rod- |01 extendsupwardly in the. crankcase com,-V partment, 3,2. to. abutment of. its upper.- end.in-l a recess. |08Aof anarmz |;|-0 secured' on apivotfshaft` extension 30 and has secured thereto an arm I2 which extends upwardly to connection with linkage. |4L leading tov and connectediwith the fuel pump control rack52; Accordingly, governor displacement of rod |03 will produce through the indicated connections to the fuel piunpiracma corresponding adjustment of fuel quantity delivery by the pump to the cylinder injector;

Thegovernorrloading means in the present assembly, is arranged in operative association with they arm 0T and so as to be readily accessible exterior-,ly of the engine, to permit loading adjustments to determine. engine speed. As appears in Figs. 1 and 3; an internally threaded nipple 5 is secured inV an opening'in4 crankcase extension 30 overlying the arm |0, and'threaded in the nipple is a cap member ||6 providing central cap opening H8. A plunger pin ||9 having its head |20l seated in a recess |22 in arm H0', extends vertically through the nipple and@ capelements and has its upper end |23V projecting through and guided in the cap opening EIS. Encircling the pin` ||9 and bearing between the pin head |20 andl cap H6, is a compression spring |24 which is of suitablecapacity to afford effective loadingof the governor, The spring tension may be adjusted'so as to determine the desired enginespeed; by threading capY I6 upwardly or downwardly relative to theV nipple H5.

From the foregoing it' will now appear that the governor and oil pump as mounted on the bracket '10, are thereby supported as a unit, which may be removed from the compartment 32 orinserted therein as-a' single assembly, access for this purpose being had through the crankcase openingl 3| upon removal ofv the closure 34. Opening3| also'aifordsdirect accessto the cam assembly related to the fuel pump. and valve rocker arms in the upper, part of, compartment, aswell asto the'crankshaft'pinion 44. Moreover andimportantly to the present improvements, the governor and oil pump unit and the cam assemblyme` ccmpactly and relatively arranged such that. theY crankshaft pinion 44' provides a single. drive common' to these assemblies.

A further'feature of the present improvements,

resides, in a novel provision for the pressurede.-

r livery ofoil from thecrankshaft at a pointV ad- ,tending substantially radiallyfrom` a chamber formingr-ingymember |35.- Fig..2)i, ,the ring 'closely seating on' the crankshaft:inoVerlying position tothe groove |39; Theringneckfhasa passage |36 (shown dotted i111 Fig. 1,)r opening: togroove |30; Thus oil underpressure from'junction' 93,

is thereby admitted directly intoV the groove, and is inY great pai-.t-connedto thekr grooveafor delivery throughv thel passages; |3| and |32l to: theV piston.r Thering; l 3.5V is;xed.f relative toi. the

crankshaft' andi has a relatively closeV running fit1 Assliown in the gures, the.-Y 2 crankshaft` is circumferentially. grooved at. |30.V adjacent the bearing 26.'` andi extending from therewith, which however, is not suiicient to prevent some pressure leakage of oil from the chamber dened by the ring and groove |30. Pressure leakage is of advantage here, because of the proximity of the ring to the crankshaft bearing 25, since the lubricant leakage will pass to the bearing surfaces at bearing 26.

Having now described the invention, it is to be understood that modifications in parts and the arrangement thereof may be made Without departing from the spirit and full intended scope of the invention as defined by the appended claims.

I claim:

1. In an internal combustion engine providing an engine rotated shaft, an engine governor and oil pump unit comprising a bracket, an oil pump on the bracket, a shaft member rotatably carried by the bracket and drivingly connected to said pump, a governorA mechanism operatively supported by said shaft member, and means operatively connecting said shaft member to said engine rotated shaft.

2. In an internal combustion engine providing an engine rotated shaft, an engine governor and oil pump unit comprising a bracket, an oil pump on the bracket, a portion of the bracket provid" ing a side Wall of the pump, a shaft member rotatably supported by the bracket and drivingly connected to said pump, a governor mechanism operatively carried by said shaft member, and gear means interconnecting said shaft member and the engine rotated shaft.

3. In an internal combustion. engine providing an engine rotated shaft, an engine governor and oil pump unit comprising a bracket, an oil pump on the bracket including a pump casing formed in part by a portion of said bracket and by wall elements secured to the bracket. a shaft member rotatably supported by the bracket and drivingly connected to said pump, a governor mechanism operatively carried solely on said shaft member, and gear means operatively connecting the shaft member to said engine rotated shaft.

4. In an internal combustion engine having a crankcase and a crankshaft therein, the crankcase having an access opening, a cover normally closing said opening, a pinion on said crankshaft located thereon near said opening, and a governor and oil pump unit removably mounted in the crankcase near said crankcase opening, said unit comprising a bracket, an oil pump carried on the bracket, a shaft member rotatably supported on the bracket in driving connection with said pump, a governor mechanism operatively supported on said shaft member, and a gear on the shaft member, said gear being adapted for engagement with said crankshaft pinion when the governor and oil pump unit is in place in the crankcase, to effect the drive of said shaft member from the crankshaft.

5. In an internal combustion engine having a crankcase, a crankshaft therein and a fuel pump controllable as to fuel delivery to the engine, a governor and oil pump unit removably mounted in the crankcase, said unit comprising a bracket, an oil pump carried thereby, a shaft member rotatably supported by the bracket, governor mechanism operatively carried by said shaft member and including an actuating element arranged coaxially of said shaft member and displaoeable longitudinally of the latter, means operatively connecting said shaft member to said crankshaft, and means connecting said actuating element to said fuel pump for controlling fuel delivery thereby.

6. In an internal combustion engine providing a crankcase having a compartment therein, a crankshaft extending in said compartment and having a pinion thereon, a camshaft in said compartment and driven from said pinion, and a gov ernor and oil pump unit, said unit including a bracket removably secured in said crankcase compartment, an oil pump supported by said bracket, a shaft member rotatably carried by the bracket and extending to a driving connection with said oil pump, governor mechanism operatively supported solely by said shaft member, and a gear on the shaft member enmeshing said crankshaft pinion.

7. In an internal combustion engine providing a crankcase, an oil sump chamber therebelow, and a crankshaft in the crankcase, a removable governor and oil pump unit comprising a bracket detachably mounted in the crankcase and extending into said sump chamber, an oil pump carried by said bracket and disposed in the sump chamber, a shaft element rotatably supported on said bracket in driving connection with said oil pump,

- gear means operatively interconnecting said shaft element and crankshaft, and engine speed gov- Aernor mechanism carried solely by said shaft ele ment for actuation thereby.

HENRY N. EDENS.

REFERENCES CITED The following references are of record in the le of this patent:

UNITED STATES PATENTS Number Name Date 1,139,578 Bagan May 18, 1915 1,341,152 Ostenberg May 25, 1920 -1 1,459,563 Thamm June 19, 1923 1,554,350 Jack Sept.- 22, 1925 1,631,185 Anibal June 7, 1927 1,647,434 Charlton Nov. l, 1927 1,731,823 McCuen Oct. 15, 1929 2,040,847 Hesselman May 19, 1936 

